Brake mechanism for motor vehicles



-5, was; WJ. BESLER 1,925,745

BRAKE MECHANISM FOR MOTOR VEHICLES Filed June 24, 1927 2 Sheets-Sheet l INVENTOR.

A TTORNEY;

Sept. 5, was w. J. BESLER 1,925 745 I BRAKE MECHANISM FOR MOTOR VEHICLES Filed Jun 24, 1927 2 Sheets-Sheet 2 A TTORNEY.

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Patented Sept. 5, 1933 UNITED STATESYPATENT ornca 1,925,145 BRAKE MECHANISM on Moron VEHICLES William J. Besler, Plainfleld, N. 1. Application June 24, 19st. Serial No. 201,2 3 3 Claims. '(cl. cos-s4) My invent'on relates to brake mechanism for motor ve 'cles and particularly to brake mechanism of the fluid-pressure operated or servomotor type.

An object of my invention, in general terms, is to improve and simplify the construction .of brake mechanism of this character. 4

A further object of my invention is to provide a control valve, adapted to be operated by a control lever or foot pedal, which is simple and rugged in construction so that, although inexpensive to manufacture, it will require practically no attention or adjustment after being installed and will outlast the ordinary motor vehicle with which it is intended to be used.

Other objects and advantages or my invention will appear from the following description oi the several modifications thereof shown on the accompanying drawings.

Referring to the drawings, Fig. l is a plan view of a conventional vehicle chassis. with the improved brake mechanism applied thereto;

Fig. 2 is a side view, to an enlarged scale, of the brake mechanism shown in Fig. l;

F n. 3 is a similar view of a modified form of the invention;

Fig. 4 is a detail view of a mood form of the control valve; and

Fig. 5 is a similar view of the control valve shown in Figs. 1 and 2.

Referring to Fig. l, the general arrangement oi apparatus embodying my invention is illustrated as applied to a conventional automobile -cis inclua frame 1, an internal-combustion engine 2 at the forward end of the frame 1 and front and rear wheels 3 and 4, respectively, the latter being provided with brakes 5. The chassis and brakes may be of any snitnble construction, the present invention being concerned primarily with improved means for controlling and actuating the brakes. I have shown the brake mechanism in connection with a motor vehicle because it is particularly adapted for such use, but the arrangement and application of the brake mechanism. may be vario modified.

The brake mechanism comprises a control lover or pedal 6 adapted to operate the brakes 5 through a brake rod '1, and a control valve so. the detailed construction of which is shown in Fig. 5, also connected" to the pedal 6 and adapted to operate the brakes 5 through the instrumentality of a fluid-pressure device or servo-motor 9. A lost-motion connection is provided, so that in normal operation, there is suflicient lost motion between the brake pedal ,6 and the brake rod 7 so that the braking efiort will be applied by the servo-motor 9, the brake pedal merelycontrolling the valve to and being inoperative to apply thebmkes directly except 90 in case the servo-braking mechanism fails or is insumcient.

As shown in Fig. 5, the control valve 8a comprises a casing 11a having areciprocable plunger or valve member 12a cooperating with ports 65 13c and 14a in the peripheral wail of the casing. A port oropening 15a is also provided in one end of the casing lie, the opposite end of the casing being preferably enlarged and closed by a flexible diaphragm 33 of metal or other resilient material. The valve member 12a is provided with a projecting stem 2601 which is connected to the diaphragm 33 by a flexible link as to prevent the valve member 12c from binding in the casing. Tl'ie portion oi the valve casing to the left of the valve member 1211 and ports 14a is preferably substantially sealed in order to exclude dirt and dust. The valve member 12a is provided with a longitudinal passage or channel 23a whereby the port 15o connected to the motor 9 is placed in communication with either the exhaust port 13a or, through the channel 230., with the atmospheric ports 14a depending upon the position of the valve member in the cas. As shown in Fig. l, the port 13a is connected through a flexible pipe connection 16 with the intake manifold 17 of the engine 2 so that when the ports 1% and 15a are placed in communication by depression of the brake pedal 6, the reduced pressure in said manifold energizes the servo-motor 9' to operate the brakes.

The modified form of control valve 8, as shown in Fig. 4, comprises a shell or casing 11 having an internal reciprocable plunger or valve member 12. The casing 11 is provided with ports 13 and 14 cooperating with and exposed or sealed by the edge of the plunger 12 and a third port or open ing 15 in the end thereof. As shown in Fig. i, the port 13 is connected through a flexible pipe connection 16 with the intake manifold 17 of the engine 2, the reduced pressure in said manifold being utilized to operate the brakes when; the said intake manifold is connected with the servo- 105 motor 9 by the control valve 8.

The port or ports is or 1412 are open to the atmosphere and they opening 15 or 15:: is connected through the pipe connection 18 or 18a. with the vacuum chamber of the servo-motor 9. no The servo-motor Q'is preferably of the flexible 7 pressed, or had the vacuum chamber is partially exhausted by reason of its connection to the intake manifold 17 of the engine.

its shown in Fig. i, the plunger 12 of the valve is provided. with e. peripheral groove 22 enol with 'longitudinsl openings or channels 23 from seiol groove to the inner encl of the plunger. The groove 22 in the valve plunger is so related to the position of the ports it that the opening 15 is in communication with the atmosphere when the plunger rests against the stop 19 provided in the inner end of the volve casing. In either form of valve the plunger l2. or 12s is normally held in the position shown by the compression spring 24 or try the rlisplirogm 33 and. by ex tube 29 which surrounds the controlling spring so one. which is pinned to the plunger rod, thus provioi ing 2. positive release when the pedal is in release position even if friction or the presence oi foreign matter in the valve tentls to prevent such restoration. The is disposed hetvr een the plunger 12 and encl can 25 on the cosine, and surrounds s. plunger rod. 26 iiired'. to the plunger 12 and extending through the end. cap 25 so that it may be connected to the control lever or nedol 6. I

In the arrangement shown in Fig. 2, a. tension spring 28 is interposed hetiveen the reel 26? end the pedal 6, the tension of sold. spring snot the consequent force upon the valve member or depending upon the extent of depression of the neclel. "in this modification, the valve to is secured directly to the ironic oi the vehicle in any suitable manner, as by e. strep member or clamp 30.

In the modification shown in 31, the spring '28 and. tube 2s ore dispensed with one. the

vslve 8 is clamped to the brake rod l. in both or the constructions just described, the connecting element between the valve end the broke pedal mey'include a. wire or flexible cable which is readily attached tothe pedal or may comprise e; stiff strong s "in of metal or the like.

In operotion, the brolres ere applied. by ciepres= sion of the lorslre pedal 6 in the usual manner. Other forms of levers or controlling rievices may, of course, be substituted for the smcific form illustrated. In. the modification shown in 2, depression of the lore-ire pedal increases the tension in the spring 28 and draws the valve member 12a. forwardly, thereby sealing the ports its and placing the ports 13c and 15a in coin munication with each other.

The chamber of the servo-motor ii is now connecteol to the intake manifold. or the engine, whereupon the sleek or play in the broking sys tem is telren up immediately. If the broke neclsl has only been depressed slightly, while all of the sloclr in the braking system. is tslren up, the tension in the 5 inc 2% is relatively smell, as soon as a. slit; .t reduction. in pressure in. the fluirlqoressure circuit has been eifecteel, the sue"- tion on thewslve member 12 ct cllephrsgm 33, sided the compression spring 2t or the resiliency oi the cliop'mssm, pertielly restores the velve member, and see-ls the exhaust port 13 or 1301-. ii the hrelze cede-l is not? further d8 been. further depressed initially,

e. stronger application of the brakes is effected before a balance obtains between the spring forces and the forces of the fluid-pressures ecting on the valve member 12 or 120.. It should.

frescoes be perticuierly noted that this talented relation exists over s considerable range of movement of the brake pedal, and permits a. gradual and easily manipulated application of the brakes. Release of the bralres is effected by releasing the nodal ii,- therehy permitting the valve member 12 or 12s to return to its initial position and. connect the port l5 or 15a leading to the servo-motor s to the port it or l loz. which eclmits air to the servomotor chamber until s. ioslsnce again ohtoins which will seal the ports 1% or its. Additional release of the brake pedal will again ivorlc similorlv until with complete release oi the pedal the servo-motor will he held. positivelvconneeted with the atmosphere by the engagement of the tube 29 with the movable valve member, as on sricitionel precaution to assure positive release.

It will he opperent thet over the entire range of application and release oi, the brakes. the secretion or the controlling valve 3 or. to. end therefore the extent of application of the hrelres, is entirely dependent upon 9. Toe-lento between the operating force of the spring 28 end the onposing forces oi the spring 2 or oisplirogm 33 and the finial pressures on the movelole valve member 12 or 1202.. The brclres may he niiplieii or as released either suddenly or gradually and, since s. consioerehle movement or the hrnlre pedel is necessary to apply the brakes fully, is not riiiiicnlt to manipulate the periol to obtain psrtisjl broke application when desired. This feature is designed to moire the application smooth and gradual as all the lost motion in the braking system will he tslren up with the first small movement of the controlling lever.

in tliemccliflcstion shown in Fig. 3, in which the controlling valve 8 is mounted upon the hrslze red, the desired opersting characteristics are. obtained by utilizing the iollow iip movement of the lore-ire rod, end. the spring so is unnecessary. As in the first modification, depression of the brake periel 6 moves the valve member 12 to seal the port 1% and. connect the servo-motor 9 to the intske manifold of the engine through the port 13. Tlieresulting spnlicotion of the brakes moves the hrslre rori 7 forward, cousins the valve cosinell to follownp the valve member 12 end seal the port it st as point depending upon the extent oi movement or the brake pedal. It is therefore possiiole to obtain partial application and release oi'tlie brslses with this construction also.

it willce noted. that both forms of valves ere simple in construction and inexpensive to menulecture. The valve casing may he made by 'olrlliing ehole about one inch in. diameter in e olocl: of metal, reaming out this hole to provicie s. smooth, round internal surface, and then drilling the openings. lvietsl tubes or pines oi conceit or the like ore then brezeri or threes-tied in. the openings 15. The valve member 12; is turneo. size from 2. block of motel one the axial lateral passages 23 are then drilled therein. The shone oi the piston and valve cosolterecl without altering the desired result, sltlio oh e. cylindrical. piston is preferred.

it will he ennsrent that the limiting mecho= nism rlescriheri herein is simple end rugged in construction, cheep to manufacture. easy to apply to different types of vehicles enci oriented to render satisfactory service for indefinite periods without attention or adjustment. ifs-rious modifications oi the mechanism will occur to those skilled in the ert, end therefore I. do not my inventiontohe limited in scope I memes except as tetions are con-: i; pended c.

I claim:

1. A control valve for braking systems of the class described comprising a hollow casing provided with ports, a reciprocehle valve member therein adapted to cooperate with said ports, the latter being spaced apart and adjacent the opposite-ends of said valve member when in its intermediate position, means for positioning said member in desired relation to said ports including a flexible diaphragm arranged in the casing coaxinlly of said 'reciprocable valve member and connected to said member and means whereby the interior oi the casing at opposite ends of. said reciproceble member are in communication at all times. 2. A control valve for braking systems '0! th class described comprising a hollow casing provided with ports, a reciprocable valve member therein adapted to cooperate with said ports, said ports being so positioned that one end of said member uncovers one of said ports when the opposits ends lap another of said ports and vice verse, and said member losing provided with a. v w between the ends thereof, operating means for the valve and means for positioning said reciprocable member in the casing including a. flexible diaphragm positioned intermediate said operating means and said reciprocable member and coaxialiy with respect to the latter.

3. A control valve for braking systems of the class described comprising a. hollow casing provided with ports in its sides and an enlarged open end coaxial with the casing proper, a longitudinally apertured reciprocable valve member in said casing edapted to cooperate with said ports, the latter being spaced apart and adjacent the opposite ends oi. saidmember when in its intermediate position, operating means for the valve and means for closing said enlarged open end and positioning said reciprocable member in the casing including a flexible diaphragm positioned intermediate said operating means and said reciprocable valve member and concentric to said open end. I

J. BESLER. 

